Switch-throwing device



E. AND '1. L. REDDIX.

SWITCH THROWING DEVICE- I APPLICATION FILED AUG.I9, I9IB.

1,325,170. Patented Dec. 16,1919.

UNITED STATES 'fPATENtr I oF roE.

EDWARD mom-x AND macs-1.. RnDnIx,--oF 'PRICHKRD,AIABA1l/L-A.

swrrcn-rnnowme DEVICE.

Specification of Iretters latent.

fiatentedDed-16f1'919.

Applicationnledflkugust 19,1918. Seria1'No.25 0,616. v j

V same.

This invention is an improvement in rail way appliances andhas particular reference to a switch throwing or operat ing mecha nism.

An object of the invention is to provide an improved mechanism actuatedffrom a movingtrain or car to automatically throw a switch as the same is approached from either direction and then automatically return the switch to its normal position after the train or car has passed from the main line onto the siding or vice versa.

Another object is to provide a mechanism operated by a device carriedby the front portion of a train or car to open the switch, and operated bya device carried by the rear portion of the train or car to return the switch to its former position.

The inventive idea involved is capable of receiving a variety of mechanical expressions one of which, for the purpose of illustrating the invention is shown in the accompanying drawing, wherein:

Figure 1 is a top plan view showing the.

invention applied to a main line and siding and the switch therefor.

Fig. 2 is a side elevation. Fig. 3 is an enlarged detail of the main line switch operating mechanism.

Fig. 4: is a similar view of the train carried device for operating said mechanism. 7

Fig. 5 is an-enlarged detail of the siding switch operating mechanism.

Referring more particularly to the accompanying drawing in which like reference characters indicate similar parts, the numeral 5 indicates the tracks of the main line and 6 those of the siding and 7 indicates the switch which is adapted to be automatically and isconnected at said end to one end of a link 9 and. a'bell crank lever 10. .Mounted upon abase llaadjacent toand operated with the switch is a signaling semaphore or damp 12 for indicating to the engineer of-the train the position 'of the switch.

Arranged any suitable distance from the I switch is a main line switch operating mechanism and 'a siding switch operating mechanism. The main line switch operatingmechvanism, comprises a base 141 secured alongone of the tracks of the main line and having standards 15 in the upper end of which is journaled a transverse, rock shaft '16. .Secured tothis rock shaft between the stand ard 15 are contact members 17 and'18movable with the shaft and consistingof an'glllarly disposed arms one of whichisarranged at' all times'inra vertical positionso ast0 be engaged-by. a device carried byfthe train or car. Disposed on 'opposite'sides of the base 1 1 are sprin fingers 19 which are".in

wardly bowed at theirupper endsf20 to '1re-= ceive therebetween and yieldably retain arm 17 or 18 in a horizontal :position soiasfto prevent accidental movement thereof. Carried by the'rock shaft 16 and disposed in alinement with one of the farms 18 'islan extension 21 to the free end of which is pivoted one end of an operating rod 22 which is of sufiicient length to extend from the mechanism to a point adjacent the switch 7- where the other end of the rod is pivotally connected to the arm of the bell crank 10 opposite that to which the link 9 is connected.

The siding switch throwing mechanism comprises a base. 23 having standards21 in which a rock shaft 25 is journaled; Se-

cured to this shaft-is a contact member 26. comprlsing an angularly disposed arm 27 similar to the arm 18 and which move in the opposite direction tothat of the arm 18. Carried by the shaft 25 and extending upwardly and outwardly with respect to the arm 27 is an extension 28 to which one end of an operating rod-"29 is pivoted, the remaining end of bell crank'lO. p I

In operation should .a train desire to pass from the main line into the siding, a 6011-,

tact operating device, carried by the train and which will be presently described in de- H tail, is adjusted so as to engage the vertical arm 17, to cause 1t to assume a horizontal position and engage the cooperating spring the rodbeing pivoted to the fingers 20. This movement of the contact 17 will exert a pull upon the rods 22 and 29 whereupon the bell crank 10 will move on its pivot and operate the switch so as to open the siding. In view of the movement of the rod 29, the vertical arm of the contact 26 will be swung to a horizontal position. After the locomotive or car has passed the contact 27, the contact operating device carried by said car or locomotive is withdrawn so that the first car will pass the contact 26 without engaging or disturbing it in any manner. The contact operating mechanism carried by the rear car is not swung into its operative, position until after it passes the contact 17. The contact member of the last car, then engages the vertical arm of the contact 27 and moves said arm in a direction away from the switch and at the same time through the medium of the rods 22 and 29 moving the contact 17 to its former position, operating the switch so as to close the siding and leaving the main line open. Should the train desire to pass from the siding on to the main line, the above operation is reversed. i

The contact operating devices carried by the locomotive or front portion of the train is preferably mounted upon the pilot of an engine and comprises bell crank 30 mounted to swing in a horizontal plane at right angles to the train and having one of its arms 81 disposed so as to extend outwardly in a position to engage the vertical arms of the contacts and rock the same. The other arm of the bell crank is pivoted to a link 32 which extends to a point adjacent the cab of the engine where it is connected to a lever 33 within the reach of the engineer or fireman so that either one may adjust the lever to operate the contact. A similar contact arm is carried by the rear portion of the train.

From the above it will be readily seen that there has been provided a novel switch throwing mechanism that can be operated regardless of the direction in which the train is moving, and one that can be operated at will by the engineer or fireman without stopping the train.

lVhat is claimed is:

A switch operating mechanism comprising a base adapted to be disposed along a I track and having standards, extending therefrom, a rock shaft journaled in said standards, contact members movable with the rock shaft one of which is adapted to be engaged by an operating device carried by the train to adjust the contact member, an extension carried by said rock shaft, a rod connecting said extension with said switch whereby to throw the same when the contact member is operated, and retainingdevices disposed on opposite sides of said base for alternately and yieldably engaging the arms of said contact device when the same is operated in either direction.

In testimony whereof, we our signatures, in the presence of two witnesses.

ED'WARD REDDIX.- JACOB L. REDDIX. Witnesses:

NERO FINLEY, FRANK SYLVESTER, Jr. 

